RESTRICTED Report No. PTR-75a This report was prepared for use within the Bank and its affiliated organizations. They do not accept responsibility for its accuracy or completeness. The report may not be published nor may it be quoted as representing their views. INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT INTERNATIONAL DEVELOPMENT ASSOCIATION APPRAISAL OF THE FIRST HIGHWAY PROJECT TUNISIA May 12, 1971 Transportation Projects Department Currency ESuivalenta Currency Unit - Dinar (D) D1 - US$L.905 US$ 1 * D 0.525 Fiscal Year January 1 - Deceber 31 Weights and Measures: Metric Metric: British/US Equivalents 1 meter (m) - 1 kilometer (km) 0.6? miles (mi) 1 square kilometer (km2) - 0.386 square miles (sq mi) 1 heetare (ha) - 2.47 acres (ac) 1 liter (1) - 0.22 British gallono (imp gal) - 0.26 US gallons (gal) 1 metric ton (m ton) - 2,204 pounds (lbs) Abbreviations and Aeroyas BCEM - Bureau Central d'Stvdes pour les Squipements d'Outre-Mer DPC - Direction des Ponts at Chaussees GET - General d'ntreprise Tunisionne GNP - Gross national product GP - Routes de grand pareours MC - Routes de moaennes comunications PK - kilometric point SCET - Societe Centrale pour l'Equipement de Torritoire Cooperation SM- Service d'ntretion de Materiel SETEC - Societe d'Etudes Techniques et Economiques 80MATRA - Societe de Matertel et de Travaux Publics UNDP - United Nations Development Program TUNISIA APPRAISAL OF THE FIRST HIGHWAY PROJECT TABLE OF CONTENTS Page No. SUMMARY AND CONCLUSIONS ............................... i-ii 1. INTRODUCTION .......................................... 1 2. BACKGROUND ........................................... 2 A. Economic Setting ................................. 2 B. The Transport System .................. .......... 3 C. Transport Policy and Coordination ............... 3 3. THE HIGHWAY SECTOR .................................... 5 A. The Highway Network .............................. 5 B. Characteristics and Growth of Road Traffic ........ 5 C. Highway Administration ........................... 6 D. Highway Expenditures and Financing ............... 7 E. Highway Maintenance ............................. 7 F. Engineering and Construction .................... 9 4. THE PROJECT ........................................... 9 A. Description .................................... 9 B. Highway Construction and Improvement.............. 10 C. Bridge Reconstruction ............................ 11 D. Resurfacing and Rehabilitation of Paved Roads .... 11 E. Reorganization and Strengthening of Highway Maintenance ................................. 11 F. Construction Supervision ......................... 12 G. Preinvestment Studies ............................ 12 H. Transport Coordination ........................... 12 1. Road User Taxation and Road Transport Tariff Study ................................ 13 J. Cost Estimates and Financing ..................... 13 K. Disbursements .................................... 15 L. Execution ........................................ 15 5. ECONOMIC EVALUATION .................................. 16 A. Highway Construction and Improvement ............ o.16 B. Bridge Reconstruction ............................ 17 C. Resurfacing and Rehabilitation of Paved Roads .... 18 D. Preinvestment Studies ........................... 19 6. RECOMMENDATIONS ..................................... 19 This re ort was prepared by Messrs. F. So es, J. Doyen (Engineers) and 1. 9mith (Economist), and was edited gy Miss J. Murphy. TABLE OF CONTENTS TABLES: 1. Highway Network - 1970 2. Highway and Motor Vehicle Densities - 1969 3. Highway Expenditures: 1962 - 1970 4. Highway Improvement Program 5. Reconstruction of Bridges and Culverts 6. Resurfacing and Rehabilitation of Paved Roads 7. Consultants' Services for Technical Assistance and Road Transport Study 8. Road Preinvestment Studies 9. Project Cost Estimates 10. Estimated Schedule of Disbursements ANNEX: Description of Roads in Highway Improvement Program CHART: Organization of the Ministry of Public Works and Highway Administration MAPS: 1. Tunisia - Road Improvement and Preinvestment Studies 2. Tunisia - Reconstruction of Bridges; Resurfacing and Rehabilitation Works TUNISIA FIRST HIGHWAY PROJECT SUMMARY AND CONCLUSIONS i. Tunisia's economic growth is highly dependent on the transport system, as evidenced in late 1969 when, as a result of flood damage to transport facilities, both production and exports were considerably re- duced. The movement of large-volume goods for export, such as phosphates, iron ore and bulk agricultural produce, relies on the railway, while ag- ricultural development and the fast growing tourist industry both depend on a reliable and efficient highway network. The extensive highway system served the country's needs quite adequately for many years and the Govern- ment has concentrated on development of the ports and railway. The Bank Group has made two loans (380-TUN and 573-TUN) for ports and a loan (606- TUN) and a credit (150-TUN) for railway development. ii. A transport survey financed by the United Nations Development Programme in 1967-68 indicated, however, that the highway network was urgently in need of modernization. The main coastal highway (GP1) and other roads radiating from Tunis are beginning to be congested, and pavements on the most travelled roads are breaking up. The transport survey also revealed two fundamental defects in transport policy: namely, the absence of any effective administrative machinery for intermodal coor- dination in the transport sector, and an excessive degree of regulation. iii. The project is designed to meet the needs highlighted by the transport survey and to assure that economic development is not hindered by rising transport costs. Under the project, about 275 km of primary and secondary roads will be improved; 51 bridges and culverts, some destroyed by floods, will be reconstructed; and about 1,920 km of paved roads will be resurfaced and rehabilitated. Consultants will be provided to assist the Government in (a) supervising construction, (b) reorganizing and strengthen- ing maintenance operations, (c) identifying and engineering a further group of roads for improvement, (d) carrying out a study of road user taxation and road transport tariffs, and (e) improving transport coordination. Engineering for the project was financed under Loan S2-TUN, made in 1969. iv. The total cost of the project is estimated at US$42.2 million, with a foreign exchange component of US$23.0 million equivalent or 55%. The proposed loan of US$24.0 million will cover these foreign exchange costs and refund the highway engineering loan (S2-TUN) in the amount of US$850,000. The Government will meet the local costs of the project, which are expected to amount to about US$19.2 million equivalent. v. The Direction des Ponts et Chaussees in the Ministry of Public Works and the Direction des Transports in the Ministry of the National Economy will be responsible for execution of the project. They will be assisted by consultants employed on terms and conditions acceptable to the Bank. All construction under the project will be by contractors selected through international competitive bidding among prequalified firms in accordance with Bank/IDA guidelines. - 11 - i1. The project is economically sound and of high priority. On the oasis of savings in highway user costs, the principal elements of the project, Lamely, highway construction and improvement, bridge reconstruction, and paved oad resurfacing and rehabilitation, are expected to yield an overall economic eturn in excess of 16%. ii. The project provides a suitable basis for a Bank loan of US$24.0 tillion equivalent to the Republic of Tunisia for a term of 30 years, in- :luding a five-year grace period. The proposed term reflects the longest nticipated economic life: namely, that of the large bridges. TUNISIA FIRST HIGHWAY PROJECT 1. INTRODUCTION 1.01 The project arises from preinvestment studies initiated and carried out with the assistance of the Bank Group. A 1966 Bank economic mission recommended a comprehensive survey of the transport sector, and the United Nations Development Programme (UNDP) financed such a survey in 1967-1968 with the Bank as the executing agency. On the basis of the recommendations of this study, which was carried out by the Italian consultants, Italconsult, and of studies by the French consultants, Bureau Central d'Etudes pour les Equipements d'Outre-Mer (BCEOM), who were providing various services to the Roads Directorate (Direction des Ponts et Chaussees - DPC), the Bank identified a high-priority highway investment program consisting of the reconstruction of selected roads and bridges and the improvement of highway maintenance throughout the country. 1.02 In 1969, the Bank made an engineering loan (S2-TUN) of US$850,000, the first Bank Group lending operation in Tunisia's highway sector, to help finance preparation of this highway investment program. The French consul- tants, Societe d'Etudes Techniques et Economiques (SETEC), were commissioned to prepare the economic studies and detailed engineering for 340 km of pri- mary and secondary roads; the joint venture of French consultants, Societe Centrale pour 1'Equipement de Territoire Cooperation (SCET) and BCEOM, was retained to prepare both the detailed engineering of 67 bridges and culverts and a highway maintenance study. The consultants' final reports, including bidding documents, have been completed. 1.03 The Government has requested assistance in financing all the elements studied under Loan S2-TUN which have been found to be economically justified. These make up an investment program totalling about US$48 million equivalent, which, in line with the Government's absorptive capacity, must be spread over a five-year period. The present project consists of part of this investment program and comprises those elements which can start before the end of 1973. The project includes (a) the construction and improvement of about 275 km of primary and secondary roads, (b) the reconstruction of 51 bridges and culverts, (c) resurfacing and rehabilitation of about 1,920 km of paved roads, (d) reorganization and strengthening of maintenance operations, and (e) preinvestment studies for improvement of a further 350 km of roads. The remaining elements of the investment program arising from the highway engineering project - i.e., improvement of 65 km of primary roads and re- surfacing and rehabilitation of 430 km of paved roads - will be considered for inclusion in future lending operations. 1.04 In addition to making recommendations for investments in the var- ious transport modes, the transport survey concluded that coordination in the transport sector was in need of improvement. As a result, the Bank and the Government have held extensive discussions on practical measures which might be taken to create appropriate administrative machinery for transport coordination, and to improve the efficiency of the road transport industry. - 2 - Growing out of these discussions, the project also includes the improvement of institutional arrangements for transport coordination, with consultant services to supplement the staff of a transport coordinating agency in the Government and to carry out a study of and make recommendations on road user taxation and road transport tariffs. 1.05 The total cost of the project is estimated at US$42.2 million equivalent, with a foreign exchange component of about US$23.0 million or 55%. The loan of US$24.0 million will cover these foreign exchange costs as well as the refunding of the highway engineering loan (S2-TUN). 1.06 Following the engineering loan, this will be the first highway project in Tunisia. Bank Group operations for transport have heretofore been concentrated in the port and railway sectors. Two loans (380-TUN in 1964, and 573-TUN in 1968) of US$7.0 and 8.5 million equivalent have been made for port development. Construction of the project financed under the 1964 loan was satisfactorily completed in 1967. Progress under the 1968 loan is somewhat behind schedule because of initial delays in awarding con- tracts. Major contracts have now been awarded and execution of the project is expected to proceed satisfactorily. Growing out of the transport survey, a loan (606-TUN) and a credit (150-TUN) of US$8.5 million each were made in 1968 for railway development; execution of this project has started, after delays caused by the catastrophic floods of 1969. A loan (724-TUN) of US$7.5 million was made in early 1971 to help finance a gas pipeline. 1.07 This appraisal report is based on the economic and engineering studies carried out by SETEC and SCET-BCEOM, on information obtained from the Government, and on the findings of a Bank mission consisting of Messrs. F. Soges, J. Doyen (engineers) and I. Smith (economist), which visited the country in November 1970. The report was edited by Miss J. Murphy. 2. BACKGROUND A. Economic Setting 2.01 Tunisia, with an area of 164,000 km 2, or about one quarter that of France, is bordered by the Mediterranean to the north and east, Algeria to the west, and Libya to the southeast. Its population of 5.1 million is increasing at 2.8% per annum. The population density is highest in the north, particularly in the Tunis area, where economic activity tends to be concentrated. The south is characterized by large areas of infertile desert. 2.02 The gross national product (GNP) increased at an annual rate of about 3.5% between 1964 and 1969 to a level of US$1,140 million or US$230 per capita. The contribution of agriculture to GNP is declining slowly, but it is still the major sector accounting for over 16% and providing nearly half of total employment. The principal agricultural products are cereals, olives, vegetables, citrus fruits, grapes and wine. In 1969, man- ufacturing and mining contributed about 15% and 7% respectively to GNP. - 3 - The fastest growing sector is tourism which has increased its share from an insignificant level in 1965 to more than 2.5% of GNP in 1969. The prin- cipal sources of foreign exchange are tourism, crude oil, and phosphates. 2.03 Important changes have taken place in the organization of produc- tion and distribution. In 1969, the Government reversed the accelerating trend toward centralization, particularly the growing influence of the ag- ricultural cooperative system, and policy is now to encourage private ini- tiative. Agricultural policy has been modified to permit the co-existence of public, cooperative and private farming. It is still too early to assess the longer term effects of these organizational changes on production. B. The Transport System 2.04 The economic development of Tunisia is heavily dependent on a reliable transport system. Movement of large-volume goods for export, such as phosphates, iron ore and bulk agricultural produce, relies on the railway, while an efficient highway system is required to promote agriculture develop- ment and to serve the fast growing tourism industry. The importance of transport was all too clearly demonstrated after the heavy floods of late 1969 when both production and exports were considerably reduced because transport facilities had been badly damaged. 2.05 On gaining its independence in 1956, Tunisia inherited a relative- ly well-developed transport system. An extensive highway system crisscrosses the country (see Chapter 3). The 2,000 km railway, which is operated by the Government-owned Societe Nationale des Chemins de Fer Tunisiens, consists of a main line from Bizerte in the north to Gabes in the south together with five branches connecting the phosphate and iron mines in the west with this main line and the Mediterranean ports. Four major ports, operated by an autonomous port authority, Office des Ports Nationaux Tunisiens, handle most export-import traffic. Two international airports serve tourist traf- fic. C. Transport Policy and Coordination 2.06 The UNDP-financed transport survey and subsequent Bank missions have revealed two fundamental defects in Tunisian transport policy: namely, (a) the absence of any effective administrative machinery for inter-modal coordination in the transport sector, and (b) an excessive degree of regu- lation. 2.07 There is no single authority with responsibility for the formula- tion of policy and the coordination of operations and investment for the transport sector as a whole. This responsibility is, at present, shared among several agencies with no formal machinery for guiding or coordinating their activities and decisions. The Ministry of Planning has broad overall responsibility for the development of the transport sector as for all other sectors, but there are no effective channels for the provision of data and information on the aims and requirements of the various sub-sectors, and liaison with the Government agencies more directly concerned with transpor- tation is poor. Consequently, it is difficult for the Government to formu- late a comprehensive and consistent transport policy and to coordinate the activities and plan a rational development of the various transport modes. 2.08 The Government is aware of this deficiency, and agrees with the Bank that responsibility for coordination should be vested in a single entity. Various solutions have been examined by the Government which has now decided to vest responsibility for transport policy and coordination in the Direction des Transports of the Ministry of the National Economy. The power of the Direction des Transports will be widened and its staff augmented sufficiently to enable it to discharge these functions effectively. Technical assistance will be provided under the project for this purpose (para 4.11). The Direction des Transports will also provide the secretariat for the recently instituted National Council of Transportation, a consulta- tive council comprising representatives of transport agencies and users, to permit an effective liaison between the two bodies. The measures that will be taken to enable the Direction des Transport to undertake the role of transport coordinating agency were discussed and agreed during negotiations. 2.09 Regulation of transport originated under the French administration, principally with the object of protecting the railway against road competi- tion. Further regulatory measures, regrouping small operators into a limited number of public transport enterprises with assigned routes and tariffs, were introduced when public road transport was nationalized following independence. The transport regulations have not been updated and in many respects appear obsolete or unduly restrictive. Restrictive regulations which have affected the efficiency of rail transport are being eliminated or modified under the current Bank/IDA railway project. Many of the numerous and cumbersome reg- ulations applicable to road transport which have accumulated appear inconsis- tent with efficient use of existing transport capacity. For example, licens- ing of both public and private carriers is strictly limited, and public road transport is subject to a fixed maximum tariff. These regulations have en- couraged overequipment of owner transport, and black-market activities. While there is little evidence of distortion in the current distribution of traffic between road and rail, the regulations have almost certainly had an inhibiting effect on flexibility which is road transport's greatest potential advantage. During negotiations, the Government and the Bank agreed on mea- sures proposed by the Government to modify current restrictions on road transport. While these changes should result In a more efficient use of resources, they will do little to lessen the central control of road transport capacity, operations and rates. During negotiations, the Government agreed that, before January 1974, it will undertake a study of road transport regulations to assess the effectiveness of the new regulatory structure. 2.10 The current road user taxation system was also inherited from an earlier period and has evolved in a rather arbitrary manner. Current road user charges appear to bear little relationship to actual costs imposed on the road network, and are unnecessarily complex. A simplification and rationalization of the tax system is therefore necessary to secure an economic allocation of traffic to the least cost modes and vehicle types. - 5 - The Bank has assisted the Government in the preparation of terms of reference for an appropriate study of road user taxation and road transport tariffs which will be undertaken by consultants under the project (para 4.12). During negotiations, the Government agreed that it will review the eventual study recommendations with the Bank and implement them where appropriate. 3. THE HIGHWAY SECTOR A. The Highway Network 3.01 Tunisia is endowed with a fairly extensive highway network, total- ling about 15,500 km of roads, of which about 7,300 km are paved (see Table 1). The primary and secondary roads interconnect Tunis and the other im- portant population centers such as Sousse, Kairouan, Sfax and Gabes, and link them with their agricultural hinterlands. The density of roads is highest in the mountainous northern region where most economic activity takes place, and decreases toward the arid south. The average road density is about 91 km per 1,000 km2 or 3.3 km per 1,000 inhabitants which is simi- lar to that of Morocco (see Table 2). 3.02 The highway system has evolved in phases over the past century. Road transport emerged only slowly as the main mode of inland transport. As traffic grew, existing earth tracks were given a light bituminous sur- face treatment which served the country's needs quite adequately for a number of years. No major investments have been required in the highway sector during the past decade, and the Government has concentrated on de- veloping the ports and railway. Highways have been gaining steadily in importance, however. Urban development and the growth of agricultural pro- duction and tourism have prompted substantial increases in road transport, which presently accounts for about 40% of all freight movement as well as most passenger traffic. 3.03 While the present network is generally adequate in coverage and length, its design characteristics are becoming insufficient to handle growing traffic volumes. The main coastal highway (GP1) and other roads radiating from Tunis are beginning to be congested, and pavements on the most travelled roads are breaking up. Unless the existing system is re- habilitated and improved to modern standards, vehicle operating costs will increase substantially, hindering economic development. As the need emerges to modernize heavily travelled trunk roads and to strengthen light and aging pavements, the highway system is faced with the next phase of its develop- ment. The project will initiate that phase. B. Characteristics and Growth of Road Traffic 3.04 Road traffic, which is growing at about 6% p.a., tends to be fairly heavily concentrated. Paved roads, accounting for about half the total network, carry 90% of total traffic volumes. About two-thirds of the automobiles and heavy trucks are registered in the Tunis area. Light trucks and vans, which serve the agricultural sector, are distributed more widely throughout the country. - 6 - 3.05 In 1969, the vehicle fleet was estimated at about 55,000, of which about 11,500 were commercial freight vehicles and about 2,000 were commer- cial passenger vehicles. The total fleet grew at about 4.5% p.a. between 1962 and 1966; since then, the growth rate has leveled off at about 2.7% p.a., partly due to stringent control of foreign exchange for vehicle im- portation. The growth rate of commercial vehicles averaged about 12% p.a. between 1962 and 1966, largely because of the rapid expansion of agricul- tural cooperatives during that period and the resulting widespread use of light vans in rural areas. This growth rate has also leveled off at about 2.7% in recent years, though this lower rate of increase is partly offset by an increase in average capacity of vehicles. Total freight capacity was estimated at about 33,900 metric tons in 1969. Public carriers account for about 30% of capacity, and private carriers, the remaining 70%. C. Highway Administration 3.06 The Direction des Ponts et Chaussees (DPC) is the directorate in the Ministry of Public Works responsible for administration, planning, construction, and maintenance of the highway network. DPC headquarters includes (a) an Administration and Accounting Division; (b) a central Engi- neering and Construction Division in charge of planning, engineering and construction supervision; and (c) two highway maintenance divisions, one each for the northwestern and the southeastern regions. The DPC field organization includes 15 subdivisions, each with responsibility for about 600 to 1,100 km of roads. The DPC draws its equipment from a large pool which is managed and maintained by the Service d'Entretien de Materiel (SEM), a division of another directorate in the Ministry of Public Works. 3.07 As part of their assignment under Loan S2-TUN, SCET-BCEOM studied the highway organization. While they found the organization of the DPC to be generally adequate, the consultants recommended reorganization of DPC headquarters to concentrate responsibility for highway maintenance in one division and to give the DPC full responsibility for the management of its own equipment fleet. The suggested reorganization (see Chart) will be under- taken as part of the project (paras. 4.06 and 4.07). 3.08 Until early 1970, the DPC used its own forces to carry out highway construction and maintenance works, and over the years built up a large equipment fleet and construction force. The fleet was underutilized, how- ever, because of the lack of flexibility in allocating equipment and the lengthy immobilization of equipment awaiting repair. In addition, support of the large labor force became a burden for the DPC budget. As the Gov- ernment decided to increase highway maintenance and to undertake a highway modernization program, it became apparent that the DPC could not continue to carry out all construction and maintenance operations utilizing only its own forces. Thus, in 1970 the Government, in line with its policy to en- courage private initiative (para. 2.03), began using contractors for road construction works and periodic resurfacing of paved roads. Under the new policy the DPC concentrates its own forces on routine maintenance and emergency repairs, while continuing to plan, engineer and supervise works let to contractors. The Government is converting its existing highway construction force into a road construction firm (para. 3.19). - 7 - 3.09 Positions of responsibility within the DPC are manned by capable Tunisian engineers (about 80) and technicians (about 200). In addition, several engineers provided by France assist the Engineering and Construc- tion Division. All DPC engineers have been trained abroad, mainly in France. Within 4-5 years, the domestic needs for trained civil engineers should be met by graduates of the National Engineering School, which opened in Tunis in October 1970. 3.10 The DPC's labor force numbers about 2,200. The total number of personnel appears adequate, but the labor force is aging and includes too large a proportion of workers with no specialized training. Although the DPC has adequate training capacity, it has not been able to induce its senior workers to take specialized training nor to retain successfully- trained younger workers because its rigid seniority system and job classif- ication do not provide the employment opportunities available in other sectors and abroad for qualified workers, especially mechanics. These personnel problems are receiving the attention of the Government and were discussed with the Bank during negotiations. D. Highway Expenditures and Financing 3.11 Expenditures for highway construction, maintenance operations and administration are made from allocations in the national budget, while new equipment has normally been purchased with external financing, mainly from the United States Agency for International Development and France. Alloca- tions to the DPC for its recurrent expenditures have remained fairly con- stant over the last eight years. As a result, allocations for maintenance have fallen far below actual needs as maintenance requirements increased (para. 3.15). 3.12 The present system of allocation does not allow a clear dis- tinction between maintenance operations and construction of other civil works executed by DPC forces for local authorities. The administrative accounting system, although fairly well kept, does not provide information necessary to monitor execution of work programs, to controls costs, and to evaluate efficiency of operations. The need for DPC to establish procedures to manage and control expenditures assumes greater importance because of the increasing use of contractors. Improved budgeting and control of works performed will be introduced under the project (para. 4.07). E. Highway Maintenance 3.13 SCET-BCEOM thoroughly reviewed the highway maintenance situation in their study. Their recommendations cover organizational, technical and financial aspects of DPC maintenance operations and are reflected in the reorganization and strengthening of maintenance to be undertaken under the project. - 8 - 3.14 With increased traffic volumes in recent years, especially on paved roads which represent the bulk of the maintenance workload, the DPC forces were unable to keep pace with maintenance requirements. The DPC attempted to cope with the situation by delaying periodic resurfacing of paved roads, and by maintaining the more heavily trafficked roads through intermediary measures such as extensive patching which, in the long run, is more expensive. The number of kilometers resurfaced annually decreased from 500-600 km in 1962 to 150-250 km in 1969, which then represented only about 3% of the paved network. The consultants estimate that the DPC now faces an accumulated backlog of about 2,350 km of periodic maintenance, including about 250 km of full pavement rehabilitation. Under the project, an initial 1,920 km of this backlog will be eliminated and the number of roads resurfaced annually will be gradually increased to an appropTiate level. 3.15 One reason the DPC was unable to cope with increasing maintenance requirements was insufficient allocation of funds. Highway maintenance expenditures over the past eight years (Table 3) stagnated at about US$4 million equivalent p.a., or about US$360 per kilometer. When price escala- tion is taken into account, the real value of maintenance outlays are esti- mated to have decreased by about 20%. The consultants recommend that annual highway maintenance expenditures for routine and periodic maintenance should be increased, to reach about US$5.4 million equivalent by 1974 (i.e. about US$460 per kilometer 1970 value). During negotiations, the Government committed itself to a detailed financing plan by which this goal will be reached. 3.16 During the 1960's the DPC built up a substantial equipment pool including more than 1,500 vehicles and pieces of heavy equipment with a total residual value in 1969 of about US$10 million. About 60% of this fleet was assigned to highway maintenance. The consultants took a careful inventory of available equipment and found that much of it was aging or ill-suited to the type of routine maintenance works which are to be executed by DPC forces. They have recommended the renewal and extension of the maintenance equipment fleet over a four-year period, at a cost of about US$2.5 million. The Government has already obtained external financ- ing, mainly from France, to acquire about US$2 million worth of equipment. 3.17 The SEM, in the Equipment Directorate, is currently in charge of managing and maintaining the DPC equipment fleet. It carries out repairs and periodic maintenance of equipment in its large central work- shop in Tunis, and supervises equipment used by the DPC's subdivisions through its mobile inspection and service units. While the SEM has the potential to operate efficiently, it has, in the past, incuried long delays in repairs because of shortage of spare parts and cumbersome procurement procedures, thus largely accounting for the lack of efficiency of DPC operations. The reorganization of maintenance operations recommended by SCET-BCEO' and included in the project gives the DPC responsibility for management of its own equipment (para. 4.07). - 9- F. Engineering and Construction 3.18 Engineering of highway works is carried out by the Engineering and Construction Division of the DPC. The Government intends to utilize consultants for the engineering of major works, as it did in preparation of the improvement works to be undertaken, and wishes especially to encourage the local consulting industry. A number of local consulting firms will be called upon to prepare engineering for the pavement rehabilitation included in the project. The Engineering and Construction Division's well-equipped and well-staffed laboratory executes pavement surveys and materials and soil studies for identification, engineering and supervision of highway projects. 3.19 As mentioned above, the Government recently shifted away from execution of highway construction works with DPC forces and now uses con- tractors for such works. In order to make use of its existing highway construction capacity and to insure that foreign contracting firms and their Tunisian subsidiaries will be kept under competitive pressure by an indepen- dent national firm, the Government has decided to establish a partly Govern- ment-owned construction company, the Societe de Materiel et de Travaux Publics (SOMATRA), utilizing former DPC construction forces and equipment as a base. Another semi-public construction firm, the Generale d'Entreprise Tunisienne (GET), has been operating in competition with private firms for the construction of buildings. 3.20 In line with assurances given by the Government during negotiations for the highway engineering loan in 1969, the Government has consulted with the Bank on the articles of agreement of SOMATRA and has retained an adequate amount of equipment in the DPC for highway maintenance. As plans for the establishment of SOMATRA progressed, the Bank was afforded suitable opportu- nity to review the conditions under which it would operate. During loan negotiations, the Government and the Bank discussed and agreed upon spe- cific conditions under which firms that are partly owned by the Government would be eligible to pre-qualify for works under the project. 4. THE PROJECT A. Description 4.01 The project consists of the following: (a) construction and improvement of about 275 km of primary and secondary roads; (b) reconstruction of 51 bridges and culverts; (c) resurfacing and rehabilitation of about 1,920 km of paved roads; (d) reorganization and strengthening of maintenance operations; - 10 - (e) studies for the possible improvement of an additional 350 km of roads; (f) improvement of institutional arrangements for transport coordination; (g) study of road user taxation and road transport tariffs. B. Highway Construction and Improvement (Map 1) 4.02 About 340 km of primary and secondary roads studied under the highway engineering project were found to require substantial improvement to bring them to adequate standards for the traffic they will serve. The project includes the construction or improvement of all the roads studied except about 65 km of the Tunis-Beja road, execution of which has been scheduled to begin after 1973. The 275 km of roads included in the present project serve the southern hinterland of Tunis and the coastal region of the Gulf of Hammamet, one of Tunisia's most important tourist areas. While the roads are now in fair condition, they will not be able to stand up to growing traffic requirements. Pavements are wearing out and must be strengthened to avoid breaking up in the near future. Other improvements are required to render pavement widths uniform and adequate, to correct curves, profiles and cross-sections, to provide adequate drainage, to realign short.sections, to bypass congested townships, and, generally, to improve the safety and efficiency of road use. The roads in this modernization program, described in the Annex, are the following: (i) Expressway south of Tunis with branches to Turki and Borj Cedria (65.6 km); (ii) Turki-Enfida road (57.2 km); (iii) Enfida road toward Kairouan (41.2 km); (iv) Turki-Nabeul road (23.8 km); (v) Borj Cedria-Korba road (45.6 km); (vi) Tunis-Cheylus road (26.2 km); (vii) Tunis-Monarghia road (16.5 km). 4.03 The project roads will be constructed or improved to standards appropriate to future traffic requirements (see Table 4). To the extent possible, congested areas in townships will be bypassed. The design stan- dards and technical solutions were selected after an economic evaluation of alternative improvements (see Chapter 5). Geometric characteristics were selected to increase design speeds while providing uniform and safe driving conditions. The structural characteristics of the pavement have been established to withstand expected heavy traffic volumes. Standards - 11 - and technical solutions developed under the project should serve to orient the new phase of the development of the highway network, and serve as guide- lines for future road design. C. Bridge Reconstruction (Map 2) 4.04 Under the project, 51 bridges and culverts will be reconstructed, replacing structures which have either collapsed because of floods, or which have insufficient load capacity or width. The most frequent causes for the destruction of bridges and culverts have been the lack of a waterway opening large enough to discharge flood water and the insufficient depth of founda- tions to withstand scour. The consultants conducted hydrological studies to determine appropriate bridge openings and foundation depth, considering expected flow levels including the probabilities of catastrophic floods. Their studies should help improve the methodology of bridge engineering for future application as well. The detailed list of bridges and culverts, with an indication of their present condition and the principal charac- teristics of the proposed new structures, is given in Table 5. D. Resurfacing and Rehabilitation of Paved Roads 4.05 Over the four years of the project, about 1,730 km of paved roads will be resurfaced and another 190 km which are generally exposed to flooding and have deteriorated badly will be rehabilitated (Map 2). These works (Table 6) which represent the first phase of the resurfacing and rehabilitaton program, will eliminate about 75% of the backlog of periodic maintenance identified by SCET-ECEOM on the basis of an extensive survey of all paved roads. The engineering for these works will be carried out by consultants provided under the project. E. Reorganization and Strengthening of Highway Maintenance 4.06 Under the project measures will be taken to reorganize and strengthen the highway maintenance organization to enable the DPC to eliminate the existing backlog of periodic resurfacing and to increase maintenance operations to the level recomended by SCET-BCEOM in their maintenance study. The efficiency of operations will be improved through better planning, management and control. During negotiations, the principal aims of the reorganization were discussed and agreed upon; namely, (a) that highway maintenance will be defined as a distinct responsibility within the DPC, (b) that the DPC will have full responsibility for management of its equipment, and (c) that all technical aspects of the work of the DPC will be programed and monitored in headquarters. 4.07 Accordingly, the reorganization includes the creation of a single highway maintenance division with responsibility for coordinating the maintenance activities of the 15 field subdivisions. A division of the DPC - 12 - will be given full responsibility for the management and renewal of equipment, including the budgeting of funds for equipment operations and repair. The DPC will be allowed to continue to use the services of the SEM for repairs, but will also be free to use other repair shops, including private garages if convenient, to ensure expeditious servicing. The Government confirmed during negotiations that it will take the measures necessary to assure the timely renewal of maintenance equipment and the adequate supply of spare parts. To monitor execution of all maintenance work, including the resurfac- ing and rehabilitation of paved roads, an Organization and Methods Office attached to the Director of the DPC will be created. Two experts will be provided under the project to help establish the office and to introduce im- proved procedures for planning, management and cost accounting. The Govern- ment agreed during negotiations that the above reorganization would be under- taken within one year of signature of the loan. F. Construction Supervision 4.08 The DPC wishes to build up its capacity for contract supervision. Under the project, a special unit will be established within the Engineering and Construction Division with responsibility for prequalification and bidding, and for construction supervision. The organization, staffing and responsibilities of the project supervision unit, as well as the timing for its establishment, were discussed and agreed during negotiations. Under the project, the unit will be strengthened by three qualified engineers to be provided by consultants (Table 7). These engineers will train the DPC staff in contract supervision and will stay as long as their services are required. The consultants will also provide, as and when needed, additional experts to assist the DPC project unit with special problems which may arise. 4.09 The DPC laboratory will support this special unit in its super- vision task. To assure that, throughout execution of the project, the laboratory has sufficient foreign exchange to purchase equipment and supplies, the project also includes a provision of US$80,000 for such equipment. G. Preinvestment Studies 4.10 Studies will be carried out under the project to prepare the next group of high priority roads in need of modernization. The studies will be carried out in three phases. Phase I will comprise a rapid deflection sur- vey of about 600 km of paved roads (see Map 1) to identify weak pavements. (Table 8 lists the roads to be surveyed.) Feasibility studies for perhaps 400 km of roads will be carried out under Phase II. About 350 km would probably be engineered under Phase III. H. Transport Coordination 4.11 As mentioned above, no effective administrative machinery exists for inter-modal coordination in the transport sector, but the Government will shortly augment the powers and the staff of the Direction des Transports in the Ministry of the National Economy to enable it to undertake this - 13 - function (para 2.08). Technical assistance (see Table 7) will be provided under the project to aid and train the staff of the Direction des Transports for this purpose. I. Road User Taxation and Road Transport Tariff Study 4.12 As mentioned in paragraph 2.10, a study of road user taxation and road transport tariffs will be provided for under the project, with the objective of devising a more rational tax structure conducive to an efficient use of road transport resources. The study will be undertaken by the same consultants who will be providing technical assistance to the Direction des Transports, supplemented by an additional expert in transport taxation and tariffs from the same consulting firm and by staff from the Government. J. Cost Estimates and Financing 4.13 The estimated capital cost of the project, given in detail in Table 9, is summarized below: --------D'00------- ------ US$'000-------- % Local Foreign Total Local Foreign Total Foreign Highway Improvement -Construction 4,850 5,925 10,775 9,237 11,290 20,527 55 -Land acquisition 600 - 600 1,143 - 1,143 0 Bridge reconstruction 995 1,216 2,211 1,890 2,320 4,210 55 Paved road resurfacing and rehabilitation 1,890 2,311 4,201 3,600 4,400 8,000 55 Consulting services 318 758 1,076 610 1,440 2,050 70 Laboratory equipment - 42 42 - 80 80 100 Subtotal 8,653 10,252 18,905 16,480 19,530 36,010 Contingencies -Quantity increases 1,077 1,336 2,413 2,050 2,550 4,600 -Price variation 351 484 835 670 920 1_590 Subtotal 1,428 1,820 3,248 2,720 3,470 6,190 TOTAL PROJECT COSTS 109081 122072 2130 2 55 Refunding of Loan S2-TUN 850 23,850 PROPOSED LOAN AMOUNT US$24.0 million 4.14 The cost estimates for the highway improvement program, shown in detail on Table 4, are based on unit prices derived from a detailed study by SETEC of expected outputs and prices of labor and equipment, and an estimated general percentage for overhead costs and profits. The consultants' esti- mates were checked against cost data obtained from recent force account works and are reasonable. The cost estimates for the bridge reconstruction, shown in detail in Table 5, were established by SCET-BCEOM on the same basis - 14 - as those for highway improvement. The estimates for resurfacing and rehabil- itation works, shown in detail in Table 6, were derived by SCET-BCEOM from per-kilometer estimates. 4.15 The contingency allowance for price escalation on construction works reflects recent trends of price increase in the construction industry and in equipment manufacturing. On local costs, the contingency allowance provides for a 5% p.a. price escalation during construction, which reflects the price increase taking place in Tunisia at the present time. On foreign costs, the contingency allowance (7% p.a.) reflects the high probable esti- mate of price escalation in those foreign countries from which contractors, materials or equipment are expected to originate. The contingency allow- ance for construction works also provides for a 10% increase in physical quantities in highway improvement works. For bridges, the allowance for quantity increases has been raised to 20% because of the greater uncertain- ties involved in bridge works, such as the depth of foundations and the risk of interruptions and damage due to flooding. Since the exact scope of the paving and rehabilitation works will be determined in the course of detailed engineering as the program proceeds, an allowance of 20% for physical over- runs is also provided for the resurfacing and rehabilitation works. 4.16 The cost of the engineering for resurfacing and rehabilitation work (Table 6) and for the preinvestment studies (Table 8) are estimated on the basis of per-kilometer costs derived from the highway engineering project. The costs of other consulting services have been estimated on the basis of man-month requirements (Table 7) and are consistent with prevailing rates. For consulting services, as well as for imported laboratory equip- ment, a contingency allowance of 10% has been provided to cover expected increases in both prices and physical quantities. 4.17 The foreign exchange component of construction works under the project has been estimated at an average of 55% assuming that about 70% of the work will be carried out by foreign firms or their local subsidiaries (see para. 4.22). The foreign exchange component of the cost of consultant services has been estimated at an average of 70%, assuming that local firms are awarded the engineering contracts for the resurfacing and rehabilitation works. 4.18 The Bank will finance all foreign exchange costs of the project, estimated at US$23.0 million equivalent, and will refund the highway engineering loan (S2-TUN) in the amount of US$850,000 equivalent. During negotiations, the Government confirmed that it will bear the local cost of the project, estimated at US$19.2 million equivalent. The bulk of local expenditure requirements will fall in the three years, 1972-1974, with a maximum of about US$6.5 million equivalent in 1974. These requirements, as well as those for current highway expenditures (para. 3.15), have been discussed with the Government and are considered to be within the limits of the Government's financial capabilities. - 15 - K. Disbursements 4.19 Funds from the loan account will be disbursed on the following basis: (a) 55% of payments made to contractors for highway improvement, bridge reconstruction, and resurfacing and rehabilitation works, which represents the estimated foreign component; (b) the foreign exchange cost of consultants' ser- vices, or 70% of payments made to consultants, which represents the estimated foreign component; and (c) the CIF cost of imported laboratory equipment and supplies. 4.20 The estimated schedule of disbursements is shown in Table 10. Any surplus funds remaining in the loan account would be applied toward additional resurfacing and rehabilitation works identified by SCET-BCEOM in their report on highway maintenance needs (para. 3.14). L. Execution 4.21 The Direction des Transports and the DPC will be responsible for execution of the project. The two agencies will be assisted by consultants employed on terms and conditions acceptable to the Bank. This was confirmed during negotiations. General administration, prequalification, bidding, and construction supervision for construction contracts under the project will be carried out by the special unit established within the DPC (para. 4.08). The Government has selected the same consultants who carried out the detailed engineering for the project, SCET-BCEOM and SETEC, to assist the project supervision unit. This arrangement is satisfactory. Signature of the consultants' contracts is a condition for effectiveness of the loan. 4.22 Construction works will be by contractors selected through international competitive bidding among prequalified firms in accordance with Bank/lDA guidelines. This was confirmed during negotiations. To ensure that construction works are executed efficiently, the size of contracts and the length of construction periods have been defined so as to make them attractive to both foreign and local firms. The highway improve- ment program will be carried out under four contracts (see Table 4) and will call on firms with a minimum capacity of 1) 2 million p.a. The bridge reconstruction program makes up three contracts (Table 5), grouping struc- tures of similar type and size. The scattered resurfacing and rehabilitation works are grouped in seven geographic lots suitable to smaller contractors, and will call on firms with a minimum capacity of D 200,000 p.a. The size of the resurfacing and rehabilitation contracts has been defined with a view to promote the establishment of local road contracting firms with sufficient skill to satisfy future requirements for periodic maintenance of paved roads. - 16 - The scope of each contract and the proposed length of construction periods were agreed during negotiations. 4.23 The project will be executed over the four-year period 1972-75. The first year will be devoted to the preparation of the financing, the re- organization of the DPC, the selection of consultants, and the preparation of the bidding for the first construction contracts. Construction is ex- pected to begin early in 1972. Prior to the start of improvement works, the Government will have to acquire right-of-way. No particular problems are envisaged. During negotiations, the Government and the Bank agreed on the proposed schedule and the Government confirmed that it will undertake all necessary right-of-way acquisition in good time. 5. ECONOMIC EVALUATION 5.01 Tunisia relies on its highway system to support agricultural devel- opment and to promote the fast growing tourist industry. Though extensive, the highway system can no longer serve the growing traffic volumes adequately unless brought to modern standards. Congestion and deteriorating pavements are raising transport costs, thereby hindering economic development. The project, through improvement of heavily travelled roads, reconstruction of obsolete or destroyed bridges, and improvement of road maintenance, will yield substantial savings in highway user costs. The resulting benefits, based on a traffic growth forecast of 6% p.a., are expected to yield an overall economic return in excess of 16%. In addition, the project is ex- pected to yield indirect benefits from induced economic activity, but since these are considered to be marginal they have not been included in the eco- nomic evaluation. A. Highway Construction and Improvement 5.02 The roads included in the improvement program (para. 4.02 and Annex) are vital links in the transport network of the most comercially active region of Tunisia. The selected roads carry heavy traffic volumes, ranging from over 20,000 vpd just outside Tunis to about 500 vpd farther from the capital. Congestion on the most heavily travelled routes, the exits south and west of Tunis, will be relieved through new construction. Elsewhere more reliable and efficient service will be provided through im- provement of existing roads. 5.03 For the purpose of evaluation, the roads to be improved, Turki- Enfida (GP1), Enfida-PK42 (GP2), Turki-Nabeul (MC27), Borj Cedrin -y'ril (ZC26), and Tunis-Cheylus (GP3), have been divided Iinto aictions of n fvw kilometers in length, according to physical characterisLics arid tr;lffic conditions. The economic benefits of alternative improvements for each section have been assessed to determine the optimum treatment in terms of alignment, width, pavement strength, timing, etc. Construction of the exits south and west of Tunis (the expressway and the Tunis-Monargaia road) on the other hand, will incorporate parts of existing parallel roads so that - 17 - the effects on separate traffic streams on each of the two parallel roads have to be considered. Division into smaller units is not appropriate in these two cases, and the alternatives have therefore been evaluated in their entirety. 5.04 The economic benefits evaluated are those that arise from reduc- tions in vehicle operating costs and journey times. The savings in vehicle operating costs, which constitute the greater part of the benefits, have been evaluated by conventional methods. Journey time savings have been estimated and valued by reference to the average hourly earnings of differ- ent categories of business travelers. Differences in highway maintenance costs corresponding to each solution have also been taken into account. 5.05 Estimated benefits from these sources have been aggregated over 20 years for each road or variant, and internal economic rates of return calculated to determine the most economically advantageous form of improve- ment. Adoption of the optimum treatment results in total economic returns for the individual roads ranging from 15% to 31% (see Table 4). The internal economic rate of return for the highway improvement program as a whole is about 21%. Of the major parameters taken into account in quantifying the economic benefits of the proposed improvement works, savings in vehicle operating costs have the least degree of accuracy because savings due to increased average speed and relieved congestion are difficult to estimate. If, for sensitivity purposes, a 10% reduction in these savings were assumed, the rates of return for the individual items in the improvement program would range between 13% and 29%, indicating that even with extremely conservative assumptions, the proposed investments are all economically sound. B. Bridge Reconstruction 5.06 Reconstruction of 51 of the 67 bridges and culverts studied under the highway engineering loan was found to be economically viable. The 51 bridges and culverts included in the project are located on various primary roads throughout the country and on the heavily travelled secondary roads of the Cap Bon peninsula. The structures fall into three categories: (i) bridges which have been completely destroyed, (ii) bridges which have inadequate bearing capacity, and (iii) bridges which are too narrow. 5.07 The economic justification for reconstruction of these structures is based on savings in vehicle operating costs. For destroyed bridges, which have been temporarily replaced by crossings laid across the riverbeds adjacent to the bridge sites, savings result from elimination of the riverbed detours and of the delays or diversions occasioned by periodic flooding. Re- placement or strengthening of bridges with inadequate bearing capacity will permit the use of larger trucks, presently prohibited by weight restrictions, resulting in a substantial saving in vehicle operating costs. Economic justification for the bridges in the third category is based on the savings which result from elimination of delays caused by slowing to cross the narrow structures or stopping to allow other vehicles the right-of-way. - 18 - 5.08 For each bridge, estimated savings over 30 years have been discounted together with the estimated reconstruction costs to yield internal economic rates of return. For the 51 bridges included in the project, these are in excess of or, in three instances, marginally below 12% (see Table 5), which is estimated to be the opportunity cost of capital. Benefits have been estimated conservatively throughout and would probably be significantly greater than the analysis suggests, particularly if the value of time saving were taken into account. The aggregate internal economic return for the bridge reconstruction program as a whole is estimated at 16%. C. Resurfacing and Rehabilitation of Paved Roads 5.09 The resurfacing and rehabilitation of paved roads and the improvement of day-to-day maintenance through reorganization and strengthen- ing of highway maintenance operations are interdependent elements of the project and have therefore been considered together in the economic evalua- tion. The analysis comprises a comparison of total costs and benefits of a maintenance program which includes (a) eliminating the entire backlog of periodic maintenance; (b) increasing current maintenance operations to an appropriate level; and (c) providing the technical assistance necessary to reorganize and strengthen maintenance operations. Owing to the difficulties of concept and measurement inherent in the evaluation of highway maintenance improvements, the economic justification rests on a broad but highly con- servative estimate of the benefits of implementing the proposed program in the immediate future rather than deferring action until the progressive deterioration of the highway system renders further postponement impractical. 5.10 For purposes of evaluation, the highway network has been divided into different categories according to the estimated extent of maintenance backlog. The appropriate treatment required to bring their condition up to the required standard has been determined. As a first stage of the evalua- tion, calculations have been made of the operating cost savings expressed as a percentage of total operating costs that would have to accrue to the current traffic to cover the annual cost of deferred maintenance for each road category. Savings generated by the proposed works would be much greater than this minimum, which average 2.2% for paved roads and 4.0% for unpaved roads without any allowance for future traffic growth. The capital expenditure required to make good the progressive disintegration of the highway network because of inadequate maintenance (assuming the project were not carried out) has also been estimated and included with the vehicle operating cost savings as a potential benefit of the program. 5.11 To estinate an economic return on the investment, it has been hypothesized that the program is deferred from the 1972-1976 period to the 1976-1980 period, but with some improvement on current maintenance perform- ance in the meantime. The additional costs that would accrue to a delayed maintenance program in terms of the progressive increase in vehicle operating costs and rehabilitation costs have been estimated. The respective costs of immediate and deferred implementation have then been compared to determine the economic return on the maintenance program. This was found to be in excess of 20%. This economic evaluation relates to a comprehensive mainte- - 19 - nance program, a relatively small part of which will not be financed under the present project. But as the elements to be excluded affect the more lightly trafficked roads where potential savings are, in consequence, lower, the economic return on the elements included in the project will be slightly higher than that indicated above. D. Preinvestment Studies 5.12 The roads to be studied for possible improvement were identified by SCET-BCEOM on the basis of a comprehensive survey of primary and secondary roads undertaken as part of the maintenance study. The selected roads carry substantial volumes of traffic. Improvement of those found to have inade- quate bearing capacity and design characteristics are expected to yield substantial savings in highway user costs. 6. RECOMMENDATIONS 6.01 The following are the major project matters which were discussed and agreed between the Government and the Bank during negotiations: (a) the measures that will be taken to enable the Direction des Transports to undertake the role of transport coor- dinating agency (para 2.08); (b) the measures that will be taken to modify current restrictions on road transport and the study of road transport regulations to assess the effectiveness of the new regulatory structure (para 2.09); (c) the review of the recommendations of the road user taxation and road transport tariff study and their implementation (para 2.10); (d) the financing of highway maintenance operations (para 3.15); (e) the specific conditions under which firms that are partly owned by the Government would be eligible to pre-qualify for works under the project (para 3.20); (f) the reorganization of highway maintenance (para 4.07); and (g) the organization, staffing and responsibilities of the project supervision unit in the DPC, and the timetable for its establishment (para 4.08). 6.02 Signature of a contract between the Government and the consultants selected to assist the Government in the project supervision unit is a condition for effectiveness of the loan (para 4.21). - 20 - 6.03 The project provides a suitable basis for a Bank loan of US$24.0 million equivalent to the Republic of Tunisia for a term of 30 years in- cluding a five-year grace period. The proposed term reflects the longest anticipated economic life: namely, that of the large bridges. May 12, 1971 TABLE 1 TUNISIA FIRST HIGHWAY PROJECT Highway Network - 1970 Carriageway Total % of Administrative Classifications Width Length Total Primar econda / Tertia3/ (M) (km) (km) ks) (km) Maintained Roads Paved 6.5 and over 639 (4%) 5.5 - 6.5 1,909 (12%) 4.5 - 5.5 2,886 (19%) less thanh.5 1,872 (12%) 7,306 (47%) 3,198 3,024 1,084 Gravel 5.5 - 7 882 (6%) 40 271 571 Earth 4.5 - 6 2,973 (19%) 311 1,135 1,527 Total maintained roads 11,161 (72%) Unmaintained Tracks 3 - 5 4,334 (28%) 502 1,224 2,608 TOTAL HIGHWAY NETWORK 15,495 (100%) 4zO51 5,654 5,790 1/ Routes de Grand Parcours (GP) 2/ Routes de Moyennes Communications (MC) 3/ Routes Vicinales d'Etat (RVE) Source: SCET-BCEOM "Etude de 'Entretien Routier" October 1970 February 26, 1971 TABLE 2 TUNISIA FIRST HIGHWAY PROJECT Highway and Motor Vehicle Densities 1969 Km of road Em of road Motor vehicles Country per 1,000 km2 per 1,000 Inhabitants per 1,000 Inhabitants Tunisia 91 3.3 12 Algeria 1301/ 4.5 19 Morocco 110 3.8 17 Ivory Coast 107 7.8 12 France 1,100 14.3 250 1/ Excluding unpopulated Sahara. Source: - SCET-BCGM "Etude de 1'Entretien Routier" October 1970. - Italconsult "Transport Survey" 1968. - IBRD's reports. February 26, 1971 TABLE 3 TUNISIA FIRST HIGHWAY PROJECT Highway Expenditures: 1962-1970 (D'0o) Estimated Total Maintenance Investment Highway Expenditures!/ Expenditures Expenditures 1962 2,150 1,394 3,544 1963 2,100 2,527 4,627 1964 2,120 19 2,539 1965 2,070 1,229 3,299 1966 2,000 1,650 3,650 1967 2,050 2,170 4,220 1968 2,000 2,170 4,170 1969 2,000 953 2,953 1970 2,150 2,980 5,130 1/ Including estimated administrative costs attributable to highway maintenance. 2/ Including Dl million for emergency repair of 1969 flood damage. Source: SCET-BCEOM "Etude de 'Entretien Routier" October 1970 Direction des Ponts et Chaussees, November 1970 February 26, 1971 TAIE 4 TUNISIA FIRST HIGHWAY PROJECT Highway Improvement Program A. Sumsary Description. Design Standards and Results of the Economic Analysis Present Characteristics Proposed Design Standards Lot Average Daily Traffic Overall Internal carriage- number total carriage- number allocation Rate of Return Section way of roadway way of design for Actual Forecast lest1lo wi1th lanes width width lanes bidding (1 980) estimate estimate- 1. South exit of Tunis 1.1 Expressway south 8.8 5 to 6 2 27 2 x 7 4 120 No. 1 from Tunis 1.2 Connections from 10.1 7 to 5 2 17.5 10.5 3 100 No. 1 expressway to GP1 ) 23,000 43,000 19% 17% (Hanan Lif) and GP3 ) to to )4,000 8,100 1.3 GP1 fro Haman Lif 15.3 1L to 7 2 or 3 --------- same as present --------- No.3 2 to Borj Cedria ) 1.4 M34 from express- 31.4 3.5 to U.5 1 17.5 10.5 3 100 No. 2 way to Turk! ) 2. GP1 from Turki to 57.2 5 to 6 2 14 7 2 100 No. 4 3,100 6,650 to 28% 27% Enfida to 2,100 4,050 3. Enfida-Kairouan road h1.2 3.5 to 5 1 or 2 12 6 2 100 No. U 470 950 15% 13% GP2 from Enfida to PKL2 U. Cap Bon roads 4.1 MC26-MW44 from Borj 25.6 4.5 to 5.5 2 12 6 2 100 No. 3 1,290 2,950 to 18% 17% Cedria to Korba to 500 1,050 4.2 M27 from Turki 23.8 4.5 to 6 2 l4 or 12 7 or 6 2 100 No. 3 1,130 2,250 19% 18% to Nabeul 5. South-West exit of Tunis 26.2 U.5 to 5.5 2 12 6 2 100 No. 2 2,U00 4,150 to 16% 14% GP3 from expressway to to 1,000 1,750 Cheylus 6. West exit of Tunis GP5 from Tunis to 16.5 5.5 to 6 2 1L 7 2 100 No. 1 5,300 9,400 to 31% 29% Monarghia to 1,400 2,450 B. Cost Estiuates by Lot Cost Estimates (D'000) Construction Construction Continaencied! Total Lot No. Length Period Right-of-Way Contracts Price Quantity Total (k.a) (Months) 1. 35.4 18 432 3,384 152 338 490 4,306 2. 57.6 15 97 2,952 103 295 398 3,447 3. 84.7 12 33 1,817 54 182 236 2,086 4. 98.4 15 38 2 92 262 354 3.014 TOTAL 276.1 600 10,775 401 _.077 1,47e 12,853 LOCAL COMPONENT 600 (100%) 4.5 (45%) 665 6.115 FOREIGN EXCHANGE COMPONENT 525 (55%) 813 1/ Assuming a 107. reduction in economic benefits due to savings on vehicle operating costs. 2/ Including price escalation during construction (5% p.a. for local component and 7% p.a. for foreign exchange component), and qoantities overrun and unforeseen (10%). Source: - SETEC "Modernisation du Reseau Routier" November 1970. - DPC and mission estimates, November 1970 and April 1971. May 12, 1971 TUNISIA T FTRST HIGHWAY PROJECT Reconstrtion of Brideas and CuLverts A. SUarv Descrintion and Results of Economic Anal-is No. -- IDCATION ---- --- PRESENT STRUCTURE -- ---- PROPOSED NEW STRUCTURE --D 1T ECONOMIC 1972 RATE OF Road KP Condition Total Type Total RETURN LOT # 1 STEEL OR PRESTRESSEp CONCRETE (PC) 9IRDERS ON PHE OUIDATIN 3 GP17 150.6 destroyed 70 PC girders 120 260 11 % 4 OPT 114.6 destroyed 18 Steel girder 20 210 37 % 7 OPS 79.3 destroyed 45 PC girders 99 580 20 % 9 GP17 3.7 obsolete 36 Steel girders 52 220 13 % 12 MC27 54.4 damaged 52 PC girders 60 832 >15 15 GP6 39.0 obsolete 40 PC girders 75 1,260 12.5% 17 GP3 400.5 destroyed 76 PC girders 81 180 11 % 19 GP 64.3 destroyed 50 PC girders 70 270 12 % 20 GP5 136.3 destroyed 90 PC girders 90 440 16 % LOT # 2 REINFORCED CONCRETE (RC) STRUCTURE ON PILE FOUNDATION 2 GP1 181.5 damaged 12 slabs 33 1,300 47 % 5 MC35 37.3 destroyed 10 slabs 33 230 15 % 8 GP17 2.6 destroyed 20 slabs 33 220 13 % 10 GF17 11.2 destroyed 35 slabs 48 220 13 % 18 GP 28.1 destroyed 31 slabs 48 300 12 % 21 GF12 176.1 destroyed 20 slabs 56 260 12 % 139 GP12 190.1 destroyed 11.5 slabs 33 310 14 " 1h2 GP1 479 destroyed 8 slabs 33 1,000 28 % LOT # 3 RCONSTRUCTION OR WIDENING OF SMALL BRIDGE AND CULVERTS IN RC (a) Region of Tunis 101 MC33E1 4.0 obsolete 1 double box culvert 10 1,340 12 % 104 MC37 31.3 obsolete 4 double box culvert 7.6 150 13 % 105 MC39E2 1.7 obsolete 4 double box culvert 10 620 29 % 106 MC27 26.0 ) 8 four box culverts 10 2,000 70 % 107 IC27 27.1 ) insufficient 4 slab 10 2,000 70 % 108 2033 22.1 ) opening 2 frane 12 460 12 % 121 GP3 65.0 ) 2.5 double box culvert 5 440 22 1 130 RVE635 6.9 obsolete 4 widening 4 180 20 5 13 MC133 57.7 insufficient 1 double box culvert 4 300 23 5 opening (b) Reeion of Mateur 117 1C52 27 insufficient 2 double box culvert 5.6 380 18 5 opening 119 GPll 86 obsolete 6 slab 7 260 13 9 120 GPil 5.7 obsolete 5 double box culvert 7. 150 19 % 122 GPll 95.8 ) . f t double box culvert 8 260 12 % 123 GPll 98.1 ) n t double box culvert 8 260 13 % 12 Gpl 103.6 ) opening 4 double box culvert 8 260 13 % 136 GP7 129 obsolete 8 double frame 8 210 11 5 (c) Recion of Tabarka 11 GP17 33. obsolete 16 box culvert 2 384 13 5 109 GP17 h0 obsolete 10 double box culvert 7.2 220 13 % 110 GP17 10.2 O.K. 6 repair of culvert and correction of river bed 6 220 13 % 111 GP17 30.1 obsolete 3 box culvert 2 381 13 % 112 GP17 46 obsolete 3 widening 3 130 13 % 113 GP17 49.2 obsolete 2 frame 6 430 13 % 11-4 GP17 51.5 obsolete 3 box culvert 2 430 13 % 115 GP17 42 damged 12 frame 12 130 13 % 118 GP17 60.8 obsolete 10 slab 10 760 13 % (d) Reglop of El Kef and Sbeitla 133 GP12 180. O.K. 6.5 widening 6.5 310 14 % 137 GFl2 178 O.K. 12 widening 12 310 26 % 138 GP12 188.1 O.K. 14.7 widening 14.7 310 2 % 146 GP12 160.9 destroyed 13 slab 15 130 14 9 117 GP12 170 destroyed 6 slab 15 170- 1 % 1 GP3 193.9 destroyed 16 ford 430 > 17 % 143 GP3E 10 des troyed 7 slab lb 200 12 % 144 GP3E 14.1 de troyed 7 slab 17 200 12 % 115 SF12 95.3 destroyed 12 slab 14 130 28 % B. Cost Estimates by Lot Cost Estimates (sto00) Lot Number of Construction Continencie- Total No. Structures Contracts Price Quamtity Total - 1. Bridges - steel or prestressed concrete girders on piles 9 1,056 95 210 305 1,361 2. Bridges - concrete slab on piles 8 671 60 134 194 865 3. Small bridges and culverts 34 484 44 96 140 624 TOTAL COST: 2,211 199 440 639 2.850 LOCAL C01ONENT 995 (45%) 287 1.282 FOREIGN EXCtLkNGE COMPONENT: 1,216 (55%) 352 1.568 1/ Including price escalatios daring corsvrucir (5% D.a. for local component and 77. for foreign exchange component), and cuantities overcr and unforeseen 207., Source: SCET-BCEOO "Modernisation Ses Ouvrages d Arz du Receau Routier" September 1970 DPC and mission estmates, Novecber '97 -c April 1971. May 12, 1971 Table 6 TUNI SA FIRST HIGHWAY PROJECT Resurfacing and Rehabilitation of Paved Roads Construction - Description of Works Coo Estimate (D'OOO) Lot Region Period Location Scope (km) E eering- Construction No. (months) Road Sect R Rehabli-Totl C t Contin- C t Contin- Total ______ ________ __ F.. facing tation ___ eces ___ genciesa 1 Sfax 20 GP13 0-165 139 26 165 Sbeitla MC81 0-102 86 16 102 GP1 154-281 92 7 99 1 4 38 4 764 192 998 2 Kairouan 14 GP3 34-216 129 19 1h8 MC99 0-46 38 8 46 167 77 1M 25 3 509 120 657 3 Beja 14 GP6 42-70 28 - 28 Mc52 0-38 26 12 38 MCS9 0-21 21 - 21 MC63 0-10 8 2 10 MC76 0-8 - 8 8 3 r 107 23 2 455 107 587 4 El Kef 20 GP5 100-160 60 - 60 Jendouba GP6 70-136 63 3 66 Kasserine GP? 170-186 4 12 16 GP17 0-228 172 8 180 M78 9-14 - 2 2 GPl8 75-104 27 1 28 326 76 32 39 4 787 197 1,027 5 Gafsa 14 GP3 238-430 187 5 192 Gabes GPl5 0-211 209 2 211 GP16 0-30 30 - 30 MC107 0-41 41 - 41 77 -7 W 24 2 472 111 609 6 Tunis 16 GP7 0-26 25 1 26 Bizerte GP8 0-51 51 - 51 Cap Bon MC26 9-77 54 - 54 MC27 25-107 46 - 46 MC28 99-125 26 - 26 MC34 0-20 15 5 20 MC35 0-55 54 1 55 MC37 0-37 33 4 37 M039 9-14 - 5 5 mc69 0-20 20 - 20 mc115 0-21 21 - 21 4 1 730 3 596 143 772 10 Mateur 16 GP11 37-104 28 9 67 43/ 4 618 149 814 Beja Length k186m 919 Costs: 22 Local Component 111(50%) 11 1,890(45%) 444 2,456 Foreign exchange component 111(50%) 11 2,311(55%) 575 3,008 1/ PK - kilometric points marking the boundaries of the section. 2/ Mainly soil studies and quantity estimates for rehabilitation works; 10% for contingencies. 5/ For price escalation during construction (5% p.a. for local component and 7% p.a. for foreign exchange component), and quantity overrun and unforeseen (20%). 4/ Including paving of 14 km which are presently gravelled. !/ Engineering will include traffic studies for pavement design. Source: SCET-BCEOM "Etude de 1'Entretien Routier" Catober 1970. DPC and mission estimates, November 1970. February 26, 1971 Table 7 TUNISIA FIRST HIGHWAY PROJECT Consultants' Services for Technical Assistance and Road Transport Study Length of services in Tunisia (months) A. Assistance to DPC for reorganization of highway maintenance: 1 Highway engineer with expertise in management and programming 20 1 Cost accounting expert with administrative experience 10 B. Assistance to DPC for establishment and staffing of special unit for supervision of civil works contracts to be carried out under the project: 2 Senior highway engineers 4o + 30 1 Surveying engineer 30 Temporary advisory services 15 C. Assistance for improvement of transport coordination and execution of study of road user taxation and road transport tariffs: 1 Senior transport economist 18 1 Specialist in transport finance and administration 12 1 Engineer (highways) 12 1 Engineer (railways) 12 1 Specialist in transport taxation and tariffs 3 Sdurce: Mission and DPC estimates, November 1970 and April 1971 May 12, 1971 TUNISIA TABLE 8 FIRST HIGHWAY PROJECT Road Preingestment Studies A. List of Roads Road Section From To Traffic Length to be considered for possible KP level strengthening widening ADT (k) (km) GPI 98-h08 Enfida Gabes 600 to 2500 310 107 GP5 108-165 Teboursouk El Kef 400 to 600 57 - GP6 42- 92 Bja Jendouba 500 to 850 50 10 GP7 0- 21 Tunis Djedeida 900 to 1700 21 9 GP8 0- 65 Tunis Bizerte 1200 to 2200 65 - (MC31) MC28 103-116 Hammamet Kelibia 1000 to 1500 67 18 MC27 28- 82 MC82 0- 34 Sousse Moknine 1100 to 3100 34 24 GP11 0- 38 Bizerte Mateur 600 to 1200 38 - Total length: 642 168 B. Cost Estimates Estimated Scope Unit Cost ------ Cost Estimates (DI000) ------ (km) D/km Local Foreign Total Phase I Deflection survey for identi- 642 40 12 (50%) 12 (50%) 24 fication of sections requiring strengthening Phase II Economic feasibility study 400 350 42 (30%) 98 (70%) 140 and preliminary engineering Phase III Detailed engineering and 350 900 93 (30%) 211 (70%) 310 bidding documents n57 327 77 Contingencies (about 10%) 15 33 48 Total: 162 360 522 mm = == Source: - SCET-BCEOM "Etude de 1'Entretien Routier" October 1970. Mission estimates, November 1970. May 12, 1971 Table 9 TUNISIA FIRST HIGHWAY PROJECT Project Cost Estimates -------- (D'000)-------- ------ (US$'000)-------- Highway Construction Local Foreign Total Local Foreign Total a) Modernization of about 275 km of road 5,4501- 5,925 11,375 10,3801/ 11,290 21,670 b) Reconstruction of 51 bridges and culverts 995 1,216 2,211 1,890 2,320 4,210 c) Resurfacing and rehabilitation of about 1,920 km of paved road 189 23 4.201 3,60 4.400 8000 sub-total highway construction 8,335 9,452 17,787 15,870 18,010 33,880 Consultants' Services d) Engineering of rehabilitation works under c) 111 111 222 210 210 420 e) Technical assistance to the DPC for reorganization of highway maintenance 10 55 65 20 110 130 f) Technical assistance to the DPC for super- vision of highway construction works under a) b) and c) 29 171 200 60 320 380 g) Preinvestment studies for improvement of about 350 km of road 147 327 474 280 620 900 h) Technical assistance for improvement of transport coordination and study of road user taxation and road transport tariffs 21 _9A 115 40 180 220 sub-total consultants' services 318 758 1,076 610 1,440 2,050 Procurement i) Provision for procurement of imported laboratory equipment and supplies - 42 42 80 80 Contingencies On items a) see Table 4 665 813 1,478 1,260 1,550 2,810 b) see Table 5 287 352 639 550 670 1,220 c) see Table 6 444 575 1,019 850 1,100 1,950 d) to i) about 107 32 80 112 60 150 210 sub-total contingencies 1,428 1,820 3,248 2,720 3,470 6,190 TOTAL 10.081 12L072 19,200 42,200 Refunding of Loan S2-TUN 850 23,850 PROPOSED LOAN AMOUNT US$24.0 million 1/ Including D600,000 (US$1,143,000 equivalent) for right-of-way acquisition. Source: DPC and mission estimates November 1970 and April 1971. May 12, 1971 Table 10 TUNISIA FIRST HIGHWAY PROJECT Estimated Schedule of Disbursements IBRD/IDA Fiscal Year Cumulative Disbursement and Quarter at end of Quarter (US$ '000) 1971/72 September 30, 1971 850 December 31, 1971 850 March 31, 1972 850 June 30, 1972 1,650 1972/73 September 30, 1972 2,450 December 31, 1972 3,900 March 31, 1973 5,300 June 30, 1973 6,700 1973/74 September 30, 1973 8,300 December 31, 1973 10,500 March 31, 1974 12,700 June 30, 1974 14, 900 1974/75 September 30, 1974 16,700 December 31, 1974 18,500 March 31, 1975 19,900 June 30, 1975 21,200 1975/76 September 30, 1975 22,300 December 31, 1975 22,900 March 31, 1976 23,500 June 30, 1976 24,000 1/ Refunding of Loan S2-TUN Source: Mission estimates, April 1971 May 12, 1971 ANNEX Page 1 TUNISIA FIRST HIGHWAY PROJECT Description of Roads in Highway Improvement Program Expressway south of Tunis (65.6 km) 1. The country's most important primary road (GP1) leads south from Tunis, connecting the capital with important urban centers on the coast. A number of heavily travelled roads feed into GP1 not far from Tunis; just outside the capital, where the road crosses crowded suburban and industrial districts, traffic volumes average over 20,000 vpd. In order to relieve congestion in this area, the project includes construction of a four-lane expressway which will bypass the most congested section of the present road. At Tunis, the expressway will connect with the urban network through an interchange which forms a part of the urban transport master plan for the Tunis area. About 10 km from Tunis, the expressway will divide into two 3-lane highways to Turki and Borj Cedria. The branch to Turki will follow the alignment of an existing one-lane secondary road (MC34); the branch to Borj Cedria will be new construction for about 10 km, meeting the GP1 at Hamman Lif, and improvement of about 15 km of the existing primary road. Turki-Enfida road (57.2 km) 2. This road section, which will connect with the future expressway, is a heavily travelled section of GP1 running along the coast. Enfida road toward Kairouan (41.2 km) 3. The primary road, GP2, branches west at Enfida toward Kairouan, an important regional center. The road will be improved under the project only as far as PK42. It then enters the Kairouan plain where it is pe- riodically washed away by floods in the area; improvement of the road beyond that point can only be undertaken within the framework of an appropriate project for the rehabilitation and flood control of the whole Kairouan plain. Cap Bon roads (69.4 km) 4. Two secondary roads, Turki-Nabeul and Borj Cedria-Korba, which will also link with the future expressway, are to be improved. They serve the densely populated areas on the Cap Bon Peninsula and the shore of the Gulf of H1ammamet, one of the most rapidly growing tourist areas. ANNEX Page 2 Tunis-Cheylus road (26.2 km) 5. This section of primary road GP3, which will connect with the future expressway about 8 km from Tunis, links the capital with the rich highlands of the Pont du Fahs and its southern hinterland. Tunis-Monarghia road (16.5 km) 6. The primary road, GP5, passes through a congested suburban area west of Tunis. A parallel road will be constructed as far as Monarghia to increase the capacity of this outlet. February 26, 1971 TUNISIA FIRST HIGHWAY PROJECT ORGANIZATION OF THE MINISTRY OF PUBLIC WORKS AND HIGHWAY ADMINISTRATION CABINET -MINISTE - TCHNCALADVISER L COUNSEL PLANNING AND STANDARDIZATION CENTRAL DIRECTORA TES OTHER DIRECTORATES HIGWAYS EQUIPMENT I ~ ~ I ORGANIZATION SE AND METHODS CENTRAL AND EQUIPMENT MANAGEMENT MOBILE WORKSHOPS I AND INSPECTION C,ENTR?AL D I VISIO N S OF D C ------ ------ -------- - -- ENGINEERING AND HIGHWA EQPMN ADMINISTRATION CONSTRUCTON ----- MAINTENANCE IMA Psa ORTHSOUTH ACCOUNTING DESIGN WETERN MANAGEMENT UNIR TC REGIONAL I REGIONAL BUDGET SUPERVISION I DivISION I DIVISION PROCUREMENTS, INVENTORY CONTROL PERSONNEL COST ACCOUNTING II1 1 ROAD LABORATORY TRAINING OF PERSONNEL 1 0ISPECTION 15 FIALD SUBDIVISIO NS [ Entity to be reorganized or regrouped Entity to be estoablished La- - - IBRD - 5474(R) MAP 1 TUNISIA d r r ,4a n e a n se a FIRST HIGHWAY PROJECT Road Improvement and Preinvestment Studies Highway Network and Transportation System Menzel a uh El[MeIb h Sedienone P?7 Mateur Guf of Tunis - ',1 "3 kP G e do 5 NbS r c4 Djeded UN GPI _Kehbl _ o nrgi rF Djeded. l-~ MceBer9o6 Medje o EIBab - Nef0 - ----- Mmcsroma hl Bned Korb OU ousale heylus Tur . .jr 1 .a - c S endouba Tebourso u 1 Zogh uan - GhardirruFah s " ] eet #BotArada Bou-Ficho GP-iCM 0 2 30- 40ý 5-60-1 o 0 2b 30 40 50 6070 80 -36°TdjerouflIneE ~E0RU4R 971 IRD-330 Koiroucn - _ se Munine Sbe,ttia Kasserine GP 13-9 G,, GpI14 -1 i T .merz. Redeyef ¯¯ Gp ---- -÷- G-l - - Ga e Ne-t ----_- __-- Gg To e- -_----¯_- ---- - --¯¯¯¯¯¯ ¯ - --- -_-m n ou tS u Nef ----- --- -------- --- -- - ---------o e - - Keblao El K-ntlr - - - - - - - - - - - - _-. _ 6 - - - - Gourasezu Tatarine i°Tigemda2 FERUR 197- RBRD..330 MAP 2 FIRST HIGHWAY PROJECT -j - So O Reconstruction of Bridges, Resurfacing and Rehabilitation Works _ Highway Network and Tronsportation System M -nze Bo.gu - ,r,;, .,r. . S.d enane Gp7 M ur7j -~GP7 Ma Churi. .~ 22 - .--- r 21, ,-. - . y T A r136 4 129 15\ -- U --...... . - . S.N Sir 2c..4 ede.d 11 - 6r., 2 ' dr .rd.1 r., ,Amdoun rc,[ sr,-r -1 - 3 . A.de 12 119 -4- p62 VPI 14 6 a i a :,. .i . c3 29Zora G mbaa r u, r "1 ou So em 10 c Cheylu, Turk -.. J- ~~~ Grr 9 u " .1 ;. - .r- r. endub Teouwuk I agh n. \_ 3ri.uM 1 Pont du Fah H -r-j a..s,F 20 2B..o .: A,. uin.. 2 a - El KefE& 40145 Koroo ne 6 Sbe 44 - HOf 34,, 1343 Kasserine G913e¯ * 61 Tamerz Rdeyef- C Gu/f Yo'f- Gobes, ---- -- --- - - --- -[ ¯~-¯- -Ï ¯ ^À W o------- - - GPH~ ?U - - - - - --_ _- - -rf - ~ - - _ - _ _ - -4 - - - - -- FEBRUARY~~G 191IB633 Medenine o9 ' _ - Be~3ni Khedache--- -~. ... n¯. -~o -R--LBY FEBRUARY 1971 IBRD -3306Ri
Groupe de la Banque mondiale · Staff Appraisal Report
Tunisia - Highway Project : Tunisie - Évaluation du premier projet routier
Voir le document original
Le texte intégral est hébergé par l’organisation qui le publie. lawenc.com indexe les métadonnées et renvoie vers la source officielle.
Texte intégral
Informations clés
Organisation
Groupe de la Banque mondiale
Type de document
Staff Appraisal Report
Pays
Tunisie
Source
Banque mondiale